Rotor assembly for gas turbine engines

ABSTRACT

A rotor assembly for a gas turbine engine includes a rotatable hub that has a main body and an array of annular flanges that extend about an outer periphery of the main body to define an array of annular channels. An array of airfoils are circumferentially distributed about the outer periphery. Each one of the airfoils includes an airfoil section extending from a root section received in the annular channels. Retention pins extend through the root section of a respective one of the airfoils and through the array of annular flanges to mechanically attach each root section to the hub.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation in-part of U.S. patent applicationSer. No. 16/163,641, filed on Oct. 18, 2018.

BACKGROUND

This disclosure relates to a gas turbine engine, and more particularlyto a rotor assembly including a hub that carries an array of airfoils.

Gas turbine engines can include a fan for propulsion air and to coolcomponents. The fan also delivers air into a core engine where it iscompressed. The compressed air is then delivered into a combustionsection, where it is mixed with fuel and ignited. The combustion gasexpands downstream over and drives turbine blades. Static vanes arepositioned adjacent to the turbine blades to control the flow of theproducts of combustion. The fan typically includes an array of fanblades having dovetails that are mounted in slots of a fan hub.

SUMMARY

A rotor assembly for a gas turbine engine according to an example of thepresent disclosure includes a rotatable hub that has a metallic mainbody that extends along a longitudinal axis, and that has an array ofannular flanges that extend about an outer periphery of the main body todefine an array of annular channels along the longitudinal axis. Each ofthe annular channels receives a composite reinforcement member thatextends about the outer periphery of the hub.

A further embodiment of any of the foregoing embodiments includes anarray of airfoils circumferentially distributed about the outerperiphery. Each one of the airfoils has an airfoil section that extendsfrom a root section received in the annular channels. A plurality ofretention pins extends through the root section of a respective one ofthe airfoils and through the array of annular flanges to mechanicallyattach the root section to the hub. An array of platforms aremechanically attached to the hub and that abut against respective pairsof the airfoils radially outward of the retention pins.

In a further embodiment of any of the foregoing embodiments, the airfoilsection includes a metallic sheath and a composite core. The coreincludes first and second ligaments at least partially received inrespective internal channels defined in the sheath.

In a further embodiment of any of the foregoing embodiments, thecomposite reinforcement member includes at least one composite layerthat extends around the outer periphery.

In a further embodiment of any of the foregoing embodiments, thecomposite reinforcement member defines a first thickness, and the hubdefines a second thickness along the outer periphery that defines arespective one of the annular channels, and the second thickness is lessthan the first thickness.

In a further embodiment of any of the foregoing embodiments, the atleast one composite layer is a plurality of composite layers, and thecomposite reinforcement member is a carbon tape wound around the outerperiphery two or more times to define the composite layers.

In a further embodiment of any of the foregoing embodiments, each of theflanges is defined by a plurality of scallops arranged in a respectiverow about the outer periphery of the hub.

A rotor assembly for a gas turbine engine according to an example of thepresent disclosure includes a rotatable hub that has a main body thatextends along a longitudinal axis, and that has an array of annularflanges that extend about an outer periphery of the main body to definean array of annular channels along the longitudinal axis. An array ofairfoils are circumferentially distributed about the outer periphery.Each one of the airfoils has an airfoil section that extends from a rootsection. The root section is received in the annular channels andmechanically attached to the hub. An array of retention members, extendoutwardly from one of the annular flanges and having a contact surfacedimensioned to abut against the airfoil section of a respective one ofthe airfoils.

In a further embodiment of any of the foregoing embodiments, each of theretention members includes a retention body that has an L-shapedgeometry that extends between a first end and a second end defining thecontact surface such that the retention body reacts but yields to a loadon a respective one of the airfoils in operation, and the retention bodyis integrally formed with a respective one of the annular flanges.

In a further embodiment of any of the foregoing embodiments, the airfoilsection is moveable between first and second positions such that thecontact surface is spaced apart from the airfoil section to define acircumferential gap in the first position, but abuts against the airfoilsection in the second position. Each of the retention members definesone or more cutouts in a thickness of the retention body.

In a further embodiment of any of the foregoing embodiments, the airfoilsection extends between a leading edge and a trailing edge in achordwise direction and extends between a tip portion and the rootsection in a radial direction, and the airfoil section defines apressure side and a suction side separated in a thickness direction. Thecontact surface of each of the retention members is dimensioned to abutagainst the pressure side or the suction side of a respective one of theairfoils further including an array of platforms mechanically attachedto the hub and that abut against respective pairs of the airfoilsradially inward of the contact surface of each of the retention members.

A further embodiment of any of the foregoing embodiments includes aplurality of retention pins. Each one of the retention pins extendsthrough the root section of a respective one of the airfoils and throughthe array of annular flanges to mechanically attach the root section tothe hub.

In a further embodiment of any of the foregoing embodiments, each of theretention pins includes a plurality of segments slideably received on anelongated carrier, and the carrier defines a curved pin axis when in aninstalled position.

A gas turbine engine according to an example of the present disclosureincludes a fan section that has a fan shaft rotatable about an enginelongitudinal axis. At least one bearing assembly supports the fan shaft.The fan section includes a rotor assembly. The rotor assembly includes arotatable hub that has a main body mechanically attached to the fanshaft, and that has an array of annular flanges that extends about anouter periphery of the main body to define an array of annular channelsalong the engine longitudinal axis. Each of the annular channelsreceives a composite reinforcement member that extends about the outerperiphery. An array of airfoils each have an airfoil section that extendfrom a root section. A plurality of retention pins extend through theroot section of a respective one of the airfoils, across the annularchannels, and through the annular flanges to mechanically attach theroot section to the hub.

In a further embodiment of any of the foregoing embodiments, the airfoilsection includes a metallic sheath and a composite core. The coreincludes first and second ligaments at least partially received inrespective internal channels defined in the sheath.

In a further embodiment of any of the foregoing embodiments, each one ofthe ligaments includes at least one interface portion in the rootsection that receives a respective one of the retention pins, and eachone of the ligaments includes at least one composite layer that loopsaround the at least one interface portion such that opposed end portionsof the at least one composite layer are joined together along theairfoil portion.

In a further embodiment of any of the foregoing embodiments, each of theannular flanges includes an array of retention members, and each of theretention members is integrally formed with and extends outwardly from arespective one of the annular flanges and has an L-shaped geometrydefining a contact surface that is dimensioned to abut against asidewall of the airfoil section of a respective one of the airfoils.

In a further embodiment of any of the foregoing embodiments, thecomposite reinforcement member is a carbon tape that is wound around theouter periphery two or more times.

In a further embodiment of any of the foregoing embodiments, thecomposite reinforcement member defines a first thickness, and the hubdefines a second thickness along the outer periphery that defines arespective one of the annular channels, and the second thickness is lessthan the first thickness.

In a further embodiment of any of the foregoing embodiments, the atleast one bearing assembly is positioned radially outward of the outerperiphery of the hub with respect to the engine longitudinal axis.

A further embodiment of any of the foregoing embodiments includes a fandrive turbine that drives the fan shaft through a geared architecture.The at least one bearing assembly supports the fan shaft at a positionthat is radially outward of the geared architecture with respect to theengine longitudinal axis.

In a further embodiment of any of the foregoing embodiments, the fansection delivers a portion of airflow into a compressor section andanother portion of airflow into a bypass duct.

The various features and advantages of this disclosure will becomeapparent to those skilled in the art from the following detaileddescription. The drawings that accompany the detailed description can bebriefly described as follows.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates an example turbine engine.

FIG. 2 illustrates a perspective view of an example rotor assemblyincluding an array of airfoils.

FIG. 3 illustrates a perspective view of one of the airfoils of FIG. 2secured to a hub.

FIG. 4 illustrates adjacent airfoils of the rotor assembly of FIG. 2 .

FIG. 5A illustrates an exploded view of portions of the rotor assemblyof FIG. 2 .

FIG. 5B illustrates a side view of the rotor assembly of FIG. 2 with thehub illustrated in cross-section.

FIG. 6 illustrates an end view of an airfoil section of one of theairfoils of FIG. 2 .

FIG. 7 illustrates an exploded view of the airfoil section of FIG. 6 .

FIG. 8 illustrates an exploded perspective view of an airfoil includingthe airfoil section of FIG. 6 .

FIG. 9 illustrates a sectional view of a composite core.

FIG. 10 illustrates a sectional view of the composite core of FIG. 9secured to a sheath.

FIG. 11 illustrates an interface portion of the composite core of FIG. 9.

FIG. 12 illustrates the composite core arranged relative to skins of thesheath of FIG. 10 .

FIG. 13 illustrates a sectional view of the airfoil of FIG. 10 .

FIG. 14A illustrates a three-dimensional woven fabric for a compositelayer.

FIG. 14B illustrates a plurality of braided yarns for a composite layer.

FIG. 14C illustrates a two-dimensional woven fabric for a compositelayer.

FIG. 14D illustrates a non-crimp fabric for a composite layer.

FIG. 14E illustrates a tri-axial braided fabric for a composite layer.

FIG. 15 illustrates an exploded view of an airfoil including a sheathand core according to another example.

FIG. 16 illustrates the core situated in the sheath of FIG. 15 .

FIG. 17 illustrates an airfoil including a shroud according to yetanother example.

FIG. 18 illustrates an exploded view of the airfoil of FIG. 17 .

FIG. 19 illustrates a rotor assembly to another example.

FIG. 20 illustrates an exploded view of portions of the rotor assemblyof FIG. 19 .

FIG. 21 illustrates an isolated view of a hub and reinforcement membersof the rotor assembly of FIG. 19 .

FIG. 22 illustrates a sectional view of one of the reinforcement memberstaken along line 22-22 of FIG. 21 .

FIG. 23 illustrates a rotor assembly according to yet another example.

FIG. 24 illustrates a hub including retention members according toanother example.

FIG. 25 illustrates the retention members of FIG. 24 positioned relativeto adjacent airfoils.

FIG. 26 illustrates the retention members of FIG. 25 and an adjacentairfoil in different positions.

FIG. 27 illustrates an example retention member.

FIG. 28 illustrates a hub for a rotor assembly according to an example.

FIG. 29 illustrates a hub for a rotor assembly according to yet anotherexample.

FIG. 30 illustrates an exploded view of the hub of FIG. 29 .

FIG. 31 illustrates a sectional view of a rotor assembly according toanother example.

FIG. 32 illustrates a sectional view of the rotor assembly of FIG. 31 .

FIG. 33 illustrates an isolated view of a retention pin of the rotorassembly of FIG. 31 .

DETAILED DESCRIPTION

FIG. 1 schematically illustrates a gas turbine engine 20. The gasturbine engine 20 is disclosed herein as a two-spool turbofan thatgenerally incorporates a fan section 22, a compressor section 24, acombustor section 26 and a turbine section 28. The fan section 22 drivesair along a bypass flow path B in a bypass duct defined within a nacelle15, and also drives air along a core flow path C for compression andcommunication into the combustor section 26 then expansion through theturbine section 28. Although depicted as a two-spool turbofan gasturbine engine in the disclosed non-limiting embodiment, it should beunderstood that the concepts described herein are not limited to usewith two-spool turbofans as the teachings may be applied to other typesof turbine engines including three-spool architectures.

The exemplary engine 20 generally includes a low speed spool 30 and ahigh speed spool 32 mounted for rotation about an engine centrallongitudinal axis A relative to an engine static structure 36 viaseveral bearing systems 38. It should be understood that various bearingsystems 38 at various locations may alternatively or additionally beprovided, and the location of bearing systems 38 may be varied asappropriate to the application.

The low speed spool 30 generally includes an inner shaft 40 thatinterconnects, a first (or low) pressure compressor 44 and a first (orlow) pressure turbine 46. The inner shaft 40 is connected to the fan 42through a speed change mechanism, which in exemplary gas turbine engine20 is illustrated as a geared architecture 48 to drive a fan 42 at alower speed than the low speed spool 30. The high speed spool 32includes an outer shaft 50 that interconnects a second (or high)pressure compressor 52 and a second (or high) pressure turbine 54. Acombustor 56 is arranged in exemplary gas turbine 20 between the highpressure compressor 52 and the high pressure turbine 54. A mid-turbineframe 57 of the engine static structure 36 may be arranged generallybetween the high pressure turbine 54 and the low pressure turbine 46.The mid-turbine frame 57 further supports bearing systems 38 in theturbine section 28. The inner shaft 40 and the outer shaft 50 areconcentric and rotate via bearing systems 38 about the engine centrallongitudinal axis A which is collinear with their longitudinal axes.

The core airflow is compressed by the low pressure compressor 44 thenthe high pressure compressor 52, mixed and burned with fuel in thecombustor 56, then expanded over the high pressure turbine 54 and lowpressure turbine 46. The mid-turbine frame 57 includes airfoils 59 whichare in the core airflow path C. The turbines 46, 54 rotationally drivethe respective low speed spool 30 and high speed spool 32 in response tothe expansion. It will be appreciated that each of the positions of thefan section 22, compressor section 24, combustor section 26, turbinesection 28, and fan drive gear system 48 may be varied. For example,gear system 48 may be located aft of the low pressure compressor, or aftof the combustor section 26 or even aft of turbine section 28, and fan42 may be positioned forward or aft of the location of gear system 48.

The engine 20 in one example is a high-bypass geared aircraft engine. Ina further example, the engine 20 bypass ratio is greater than about six(6), with an example embodiment being greater than about ten (10), thegeared architecture 48 is an epicyclic gear train, such as a planetarygear system or other gear system, with a gear reduction ratio of greaterthan about 2.3 and the low pressure turbine 46 has a pressure ratio thatis greater than about five. In one disclosed embodiment, the engine 20bypass ratio is greater than about ten (10:1), the fan diameter issignificantly larger than that of the low pressure compressor 44, andthe low pressure turbine 46 has a pressure ratio that is greater thanabout five 5:1. Low pressure turbine 46 pressure ratio is pressuremeasured prior to inlet of low pressure turbine 46 as related to thepressure at the outlet of the low pressure turbine 46 prior to anexhaust nozzle. The geared architecture 48 may be an epicycle geartrain, such as a planetary gear system or other gear system, with a gearreduction ratio of greater than about 2.3:1 and less than about 5:1. Itshould be understood, however, that the above parameters are onlyexemplary of one embodiment of a geared architecture engine and that thepresent invention is applicable to other gas turbine engines includingdirect drive turbofans.

A significant amount of thrust is provided by the bypass flow B due tothe high bypass ratio. The fan section 22 of the engine 20 is designedfor a particular flight condition—typically cruise at about 0.8 Mach andabout 35,000 feet (10,668 meters). The flight condition of 0.8 Mach and35,000 ft (10,668 meters), with the engine at its best fuelconsumption—also known as “bucket cruise Thrust Specific FuelConsumption (′TSFC)”—is the industry standard parameter of lbm of fuelbeing burned divided by lbf of thrust the engine produces at thatminimum point. “Low fan pressure ratio” is the pressure ratio across thefan blade alone, without a Fan Exit Guide Vane (“FEGV”) system. The lowfan pressure ratio as disclosed herein according to one non-limitingembodiment is less than about 1.45. “Low corrected fan tip speed” is theactual fan tip speed in ft/sec divided by an industry standardtemperature correction of [(Tram ° R)/(518.7° R)]^(0.5). The “Lowcorrected fan tip speed” as disclosed herein according to onenon-limiting embodiment is less than about 1150 ft/second (350.5meters/second).

FIG. 2 illustrates a rotor assembly 60 for a gas turbine engineaccording to an example. The rotor assembly 60 can be incorporated intothe fan section 12 or the compressor section 24 of the engine 20 of FIG.1 , for example. However, it should to be understood that other parts ofthe gas turbine engine 20 and other systems may benefit from theteachings disclosed herein. In some examples, the rotor assembly 60 isincorporated into a multi-stage fan section of a direct drive or gearedengine architecture.

The rotor assembly 60 includes a rotatable hub 62 mechanically attachedor otherwise mounted to a fan shaft 64. The fan shaft 64 is rotatableabout longitudinal axis X. The fan shaft 64 can be rotatably coupled tothe low pressure turbine 46 (FIG. 1 ), for example. The rotatable hub 62includes a main body 62A that extends along the longitudinal axis X. Thelongitudinal axis X can be parallel to or collinearly with the enginelongitudinal axis A of FIG. 1 , for example. As illustrated by FIG. 3 ,the hub 62 includes an array of annular flanges 62B that extend about anouter periphery 62C of the main body 62A. The annular flanges 62B definean array of annular channels 62D along the longitudinal axis X.

An array of airfoils 66 are circumferentially distributed about theouter periphery 62C of the rotatable hub 62. Referring to FIG. 3 , withcontinued reference to FIG. 2 , one of the airfoils 66 mounted to thehub 62 is shown for illustrative purposes. The airfoil 66 includes anairfoil section 66A extending from a root section 66B. The airfoilsection 66A extends between a leading edge LE and a trailing edge TE ina chordwise direction C, and extends in a radial direction R between theroot section 66B and a tip portion 66C to provide an aerodynamicsurface. The tip portion 66C defines a terminal end or radiallyoutermost extent of the airfoil 66 to establish a clearance gap with fancase 15 (FIG. 1 ). The airfoil section 66A defines a pressure side P(FIG. 2 ) and a suction side S separated in a thickness direction T. Theroot section 66B is dimensioned to be received in each of the annularchannels 62D.

The rotor assembly 60 includes an array of platforms 70 that areseparate and distinct from the airfoils 66. The platforms 70 aresituated between and abut against adjacent pairs of airfoils 66 todefine an inner boundary of a gas path along the rotor assembly 60, asillustrated in FIG. 2 . The platforms 70 can be mechanically attachedand releasably secured to the hub 62 with one or more fasteners, forexample. FIG. 4 illustrates one of the platforms 70 abutting against theairfoil section 66A of adjacent airfoils 66.

FIG. 5A illustrates an exploded, cutaway view of portions of the rotorassembly 60. FIG. 5B illustrates a side view of one of the airfoils 66secured to the hub 62. The rotor assembly 60 includes a plurality ofretention pins 68 for securing the airfoils 66 to the hub 62 (see FIG. 2). Each of the platforms 70 can abut the adjacent airfoils 66 at aposition radially outward of the retention pins 68, as illustrated byFIG. 2 .

Each of the retention pins 68 is dimensioned to extend through the rootsection 66B of a respective one of the airfoils 66 and to extend througheach of the flanges 62B to mechanically attach the root section 66B ofthe respective airfoil 66 to the hub 62, as illustrated by FIGS. 3 and5B. The retention pins 68 react to centrifugal loads in response torotation of the airfoils 66. The hub 62 can include at least threeannular flanges 62B, such five flanges 62B as shown, and are axiallyspaced apart relative to the longitudinal axis X to support a length ofeach of the retention pins 68. However, fewer or more than five flanges62B can be utilized with the teachings herein. Utilizing three or moreflanges 62B can provide relatively greater surface contact area andsupport along a length each retention pin 68, which can reduce bendingand improve durability of the retention pin 68.

The airfoil 66 can be a hybrid airfoil including metallic and compositeportions. Referring to FIGS. 6-8 , with continuing reference to FIGS.5A-5B, the airfoil 66 includes a metallic sheath 72 that at leastpartially receives and protects a composite core 74. In some examples,substantially all of the aerodynamic surfaces of the airfoil 66 aredefined by the sheath 72. The sheath 72 can be dimensioned to terminateradially inward prior to the root section 66B such that the sheath 72 isspaced apart from the respective retention pin(s) 68, as illustrated byFIG. 5B. The sheath 72 includes a first skin 72A and a second skin 72B.The first and second skins 72A, 72B are joined together to define anexternal surface contour of the airfoil 66 including the pressure andsuction sides P, S of the airfoil section 66A.

The core 74 includes one or more ligaments 76 that define portions ofthe airfoil and root sections 66A, 66B. The ligament 76 can defineradially outermost extent or tip of the tip portion 66C, as illustratedby FIG. 6 . In other examples, the ligaments 76 terminate prior to thetip of the airfoil section 66A. In the illustrative example of FIGS. 6-8, the core 74 includes two separate and distinct ligaments 76A, 76Bspaced apart from each other as illustrated in FIGS. 5B and 6 . The core74 can include fewer or more than two ligaments 76, such as three to tenligaments 76. The ligaments 76A, 76B extend outwardly from the rootsection 66B towards the tip portion 66C of the airfoil section 66A, asillustrated by FIGS. 3, 6 and 8 .

The sheath 72 defines one or more internal channels 72C, 72C to receivethe core 74. In the illustrated example of FIGS. 6-8 , the sheath 72includes at least one rib 73 defined by the first skin 72A that extendsin the radial direction R to bound the adjacent channels 72C, 72D. Theligaments 76A, 76B are received in respective internal channels 72C, 72Dsuch that the skins 72A, 72B at least partially surround the core 74 andsandwich the ligaments 76A, 76B therebetween, as illustrated by FIG. 6 .The ligaments 76A, 76B receive the common retention pin 68 such that thecommon retention pin 68 is slideably received through at least three, oreach, of annular flanges 62B. The common retention pin 68 is dimensionedto extend through each and every one of the interface portions 78 of therespective airfoil 66 to mechanically attach or otherwise secure theairfoil 66 to the hub 62.

Referring to FIGS. 9-10 , with continued reference to FIGS. 5A-5B and6-8 , each of one of the ligaments 76 includes at least one interfaceportion 78 in the root section 66B. FIG. 9 illustrates ligament 76 withthe first and second skin 72A, 72B removed. FIG. 10 illustrates the core74 and skins 72A, 72B in an assembled position, with the interfaceportion 78 defining portions of the root section 66B. The interfaceportion 78 includes a wrapping mandrel 79 and a bushing 81 mechanicallyattached to the mandrel 79 with an adhesive, for example. The bushing 81is dimensioned to slideably receive one of the retention pins 68 (FIG.5B). The mandrel 79 tapers from the bushing 81 to define a teardropprofile, as illustrated by FIG. 11 .

In the illustrative example of FIGS. 5B and 8 , each of the ligaments 76defines at least one slot 77 in the root section 66B to define first andsecond root portions 83A, 83B received in the annular channels 62D onopposed sides of the respective flange 62B such that the root portions83A, 83B are interdigitated with the flanges 62B. The slots 77 candecrease bending of the retention pins 68 by decreasing a distancebetween adjacent flanges 62B and increase contact area and support alonga length of the retention pin 68, which can reduce contact stresses andwear.

Each ligament 76 can include a plurality of interface portions 78(indicated as 78A, 78B) received in root portions 83A, 83B,respectively. The interface portions 78A, 78B of each ligament 76A, 76Breceive a common retention pin 68 to mechanically attach or otherwisesecure the ligaments 76A, 76B to the hub 62. The root section 66Bdefines at least one bore 85 as dimension receive a retention pin 68. Inthe illustrated example of FIG. 5B, each bore 85 is defined by arespective bushing 81.

Various materials can be utilized for the sheath 72 and composite core74. In some examples, the first and second skins 72A, 72B comprise ametallic material such as titanium, stainless steel, nickel, arelatively ductile material such as aluminum, or another metal or metalalloy, and the core 74 comprises carbon or carbon fibers, such as aceramic matrix composite (CMC). In examples, the sheath 72 defines afirst weight, the composite core 74 defines a second weight, and a ratioof the first weight to the second weight is at least 1:1 such that atleast 50% of the weight of the airfoil 66 is made of a metallicmaterial. The metal or metal alloy can provide relatively greaterstrength and durability under operating conditions of the engine and canprovide relatively greater impact resistance to reduce damage fromforeign object debris (FOD). The composite material can be relativelystrong and lightweight, but may not be as ductile as metallic materials,for example. The hybrid construction of airfoils 66 can reduce anoverall weight of the rotor assembly 60.

In the illustrative example of FIGS. 9 and 10 , each of the ligaments 76includes at least one composite layer 80. Each composite layer 80 can befabricated to loop around the interface portion 78 and retention pin 68(when in an installed position) such that opposed end portions 80A, 80Bof the respective layer 80 are joined together along the airfoil portion66A. The composite layers 80 can be dimensioned to define asubstantially solid core 74, such that substantially all of a volume ofthe internal cavities 72C, 72D of the sheath 72 are occupied by acomposite material comprising carbon. In the illustrated example ofFIGS. 9 and 10 , the composite layers 80 include a first composite layer80C and a second composite layer 80D between the first layer 80C and anouter periphery of the interface portion 78. The composite layers 80Cand 80D can be fabricated to each loop around the interface portion 78and the retention pin 68.

The layers 80 can include various fiber constructions to define the core74. For example, the first layer 80C can define a first fiberconstruction, and the second layer 80D can define a second fiberconstruction that differs from the first fiber construction. The firstfiber construction can include one or more uni-tape plies or a fabric,and the second fiber construction can include at least one ply of athree-dimensional weave of fibers as illustrated by layer 80-1 of FIG.14A, for example. It should be appreciated that uni-tape plies include aplurality of fibers oriented in the same direction (“uni-directional),and fabric includes woven or interlaced fibers, each known in the art.In examples, each of the first and second fiber constructions includes aplurality of carbon fibers. However, other materials can be utilized foreach of the fiber constructions, including fiberglass, Kevlar®, aceramic such as Nextel™, a polyethylene such as Spectra®, and/or acombination of fibers.

Other fiber constructions can be utilized to construct each of thelayers 80, including any of the layers 80-2 to 80-5 of FIGS. 14B-14E.FIG. 14B illustrates a layer 80-2 defined by a plurality of braidedyarns. FIG. 14C illustrates a layer 80-3 defined by a two-dimensionalwoven fabric. FIG. 14D illustrates a layer 80-4 defined by a non-crimpfabric. FIG. 14E illustrates a layer 80-5 defined by a tri-axial braidedfabric. Other example fiber constructions include biaxial braids andplain or satin weaves.

The rotor assembly 60 can be constructed and assembled as follows. Theligaments 76A, 76B of core 74 are situated in the respective internalchannels 72C, 72D defined by the sheath 72 such that the ligaments 76A,76B are spaced apart along the root section 66B by one of the annularflanges 62B and abut against opposed sides of rib 73, as illustrated byFIGS. 5B, 6 and 13 .

In some examples, the ligaments 76A, 76B are directly bonded orotherwise mechanically attached to the surfaces of the internal channels72C, 72D. Example bonding materials can include polymeric adhesives suchas epoxies, resins such as polyurethane and other adhesives curable atroom temperature or elevated temperatures. The polymeric adhesives canbe relatively flexible such that ligaments 76 are moveable relative tosurfaces of the internal channels 72C, 72D to provide damping duringengine operation. In the illustrated example of FIGS. 9-10 and 12-13 ,the core 74 includes a plurality of stand-offs or detents 82 that aredistributed along surfaces of the ligaments 76. The detents 82 aredimensioned and arranged to space apart the ligaments 76 from adjacentsurfaces of the internal channels 72C, 72D. Example geometries of thedetents 82 can include conical, hemispherical, pyramidal and complexgeometries. The detents 82 can be uniformly or non-uniformlydistributed. The detents 82 can be formed from a fiberglass fabric orscrim having raised protrusions made of rubber or resin that can befully cured or co-cured with the ligaments 76, for example.

The second skin 72B is placed against the first skin 72A to define anexternal surface contour of the airfoil 66, as illustrated by FIGS. 6and 13 . The skins 72A, 72B can be welded, brazed, riveted or otherwisemechanically attached to each other, and form a “closed loop” around theligaments 76.

The detents 82 can define relatively large bondline gaps between theligaments 76 and the surfaces of the internal channels 72C, 72D, and arelatively flexible, weaker adhesive can be utilized to attach thesheath 72 to the ligaments 76. The relatively large bondline gapsestablished by the detents 82 can improve flow of resin or adhesive suchas polyurethane and reducing formation of dry areas. In examples, thedetents 82 are dimensioned to establish bondline gap of at least a 0.020inches, or more narrowly between 0.020 and 0.120 inches. The relativelylarge bondline gap can accommodate manufacturing tolerances between thesheath 72 and core 74, can ensure proper positioning during final cureand can ensure proper bond thickness. The relatively large bondline gapallows the metal and composite materials to thermally expand, which canreduce a likelihood of generating discontinuity stresses. The gaps anddetents 82 can also protect the composite from thermal degradationduring welding or brazing of the skins 72A, 72B to each other.

For example, a resin or adhesive such as polyurethane can be injectedinto gaps or spaces established by the detents 82 between the ligaments76 and the surfaces of the internal channels 72C, 72D. In some examples,a relatively weak and/or soft adhesive such as polyurethane is injectedinto the spaces. Utilization of relatively soft adhesives such aspolyurethane can isolate and segregate the disparate thermal expansionbetween metallic sheath 72 and composite core 74, provide structuraldamping, isolate the delicate inner fibers of the composite core 74 fromrelatively extreme welding temperatures during attachment of the secondskin 72B to the first skin 72A, and enables the ductile sheath 72 toyield during a bird strike or other FOD event, which can reduce alikelihood of degradation of the relatively brittle inner fibers of thecomposite core 74.

The composite layers 80 can be simultaneously cured and bonded to eachother with the injected resin, which may be referred to as “co-bonding”or “co-curing”. In other examples, the composite layers 80 can bepre-formed or pre-impregnated with resin prior to placement in theinternal channels 72C, 72D. The composite core 74 is cured in an oven,autoclave or by other conventional methods, with the ligaments 76 bondedto the sheath 72, as illustrated by FIGS. 10 and 13 .

The airfoils 66 are moved in a direction D1 (FIGS. 5A-5B) toward theouter periphery 62C of the hub 62. A respective retention pin 68 isslideably received through each bushing 81 of the interface portions 78and each of the flanges 62B to mechanically attach the ligaments 76 tothe flanges 62B. The platforms 70 are then moved into abutment againstrespective pairs of airfoils 66 at a position radially outward of theflanges 62B to limit circumferential movement of the airfoil sections66A, as illustrated by FIG. 2 .

Mechanically attaching the airfoils 66 with retention pins 68 can allowthe airfoil 66 to flex and twist, which can reduce a likelihood ofdamage caused by FOD impacts by allowing the airfoil 66 to bend awayfrom the impacts. The rotor assembly 60 also enables relatively thinnerairfoils which can improve aerodynamic efficiency.

FIGS. 15-16 illustrate an airfoil 166 according to another example. Inthis disclosure, like reference numerals designate like elements whereappropriate and reference numerals with the addition of one-hundred ormultiples thereof designate modified elements that are understood toincorporate the same features and benefits of the corresponding originalelements. A first skin 172A of sheath 172 defines internal channels172C, 172D. The internal channels 172C, 172D are adjacent to each otherand are bounded by a pair of opposing ribs 173. The ribs 173 can extendin a radial direction R, for example, and are spaced apart along aninternal gap 172F that interconnects the internal cavities 172C, 172D.The internal gap 172F can be spaced apart from the radial innermost andoutermost ends of the first skin 172A of the sheath 172. Composite core174 includes a ligament bridge 184 that interconnects an adjacent pairof ligaments 176 at a location radially outward of a common pin 168(shown in dashed lines in FIG. 15 for illustrative purposes). Theligament bridge 184 can be made of any of the materials disclosedherein, such as a composite material.

The ligament bridge 184 is dimensioned to be received within the gap172F. The ligament bridge 184 interconnects the adjacent pair ofligaments 176 in a position along the airfoil section 166A when in theinstalled position. During operation, the core 174 may move in adirection D2 (FIG. 16 ) relative to the sheath 172, which can correspondto the radial direction R, for example. The ligament bridge 184 isdimensioned to abut against the opposing ribs 173 of the sheath 172 inresponse to movement in direction D2 to react blade pull and boundradial movement of the core 174 relative to the sheath 172. The ligamentbridge 184 serves as a fail-safe by trapping the ligaments 176 to reducea likelihood of liberation of the ligaments 176 which may otherwiseoccur due to failure of the bond between the sheath 172 and ligaments176.

FIGS. 17 and 18 illustrate an airfoil 266 according to yet anotherexample. Airfoil 266 includes at least one shroud 286 that extendsoutwardly from pressure and suction sides P, S of airfoil section 266Aat a position radially outward of platforms 270 (shown in dashed linesin FIG. 17 for illustrative purposes). The shroud 286 defines anexternal surface contour and can be utilized to tune mode(s) of theairfoil 266 by changing boundary constraints. The shroud 286 can be madeof a composite or metallic material, including any of the materialsdisclosed herein, or can be made of an injection molded plastic having aplastic core and a thin metallic coating, for example. The airfoil 266can include a second shroud 286′ (shown in dashed lines) to provide adual shroud architecture, with shroud 286 arranged to divide airfoilbetween bypass and core flow paths B, C (FIG. 1 ) and shroud 286′ forreducing a flutter condition of the airfoil 266, for example.

The shroud 286 includes first and second shroud portions 286A, 286Bsecured to the opposing pressure and suction sides P, S. The shroudportions 286A, 286B can be joined together with one or more insertsfasteners F that extend through the airfoil section 266A. The fastenersF can be baked into the ligaments 276, for example, and can be frangibleto release in response to a load on either of the shroud portions 286A,286B exceeding a predefined threshold. It should be appreciated thatother techniques can be utilized to mechanically attach or otherwisesecure the shroud portions 286A, 286B to the airfoil 266, such as by anadhesive, welding or integrally forming the skins 272A, 272B with therespective shroud portions 286A, 286B. In some examples, the airfoil 266includes only one of the shroud portions 286A, 286B such that the shroud286 is on only one side of the airfoil section 266A or is otherwiseunsymmetrical.

FIGS. 19-21 illustrate a rotor assembly 360 according to anotherexample. Each annular channel 362D of hub 362 is dimensioned to receivea composite reinforcement member 388. Each reinforcement member 388 canhave an annular geometry and is dimensioned to extend about the outerperiphery 362C of the hub 362 and to be received within a respectivechannel 362D.

As illustrated by FIGS. 19 and 20 , each reinforcement member 388 can besituated radially between the outer periphery 362C of the hub 362 andthe retention pins 368. An outer diameter of the reinforcement member388 can be positioned radially inward of an innermost portion of each ofthe ligaments 376 of core 374 such that each reinforcement member 388 issituated radially between the outer periphery 362C and the respectiveligament 376. The retention pins 368 can be positioned radially outboardof the reinforcement members 388 with respect to the longitudinal axisX.

Each reinforcement member 388 can include at least one composite layerLL that is formed to extend around the outer periphery 362C of the hub362. Referring to FIG. 22 , with continued reference to FIGS. 19-21 ,the reinforcement member 388 can have a plurality of composite layersLL. Each layer LL can include any of the composite materials and fiberconstructions disclosed herein, including carbon and CMC materials. Forexample, the reinforcement member 388 can be a carbon tape 389 havinguni-directional fibers and that is continuously wound around the outerperiphery 362C of the hub 362 two or more times to define the compositelayers LL, such as a total of five layers LL. It should be understoodthat the reinforcement member 388 can have fewer or more than fivelayers LL. The tape 389 can be a dry form and impregnated or injectedwith an epoxy or resin after formation along the hub, and then cured tofabricate the reinforcement member 388, for example, which can reducecreep.

The reinforcement member 388 can be constructed relative to a dimensionof the hub 362 to reinforce the hub 362 during engine operation. Forexample, the reinforcement member 388 can define a first thickness T1.The hub 362 can define a second thickness T2 along the outer periphery362C that defines a respective one of the channels 362B. In someexamples, the second thickness T2 is less than the first thickness T1.For example, a ratio of thickness T2 to thickness T1 can be less than1:2, or more narrowly less than 1:3 or 1:4, for at least some, or each,of the reinforcement member 388 The reinforcement members 388 reinforceor support the hub 362 along the outer periphery 362C to reactcentrifugal forces and carry relatively high hoop loads during engineoperation, and can reduce an overall weight of the hub 362, for example.

FIG. 23 illustrates a gas turbine engine 420 including a rotor assembly460 according to another example. Fan section 422 delivers a portion ofairflow into a core flow path C defined by compressor section 424 andanother portion of airflow into a bypass flow path B defined by a bypassduct 443 of a fan case or nacelle 415. The rotor assembly 460 includesretention pins 468 (one shown for illustrative purposes) to releasablysecure each airfoil 466 to the hub 462.

The rotor assembly 460 can be driven by shaft 440 through gearedarchitecture 448. Geared architecture 448 can be an epicyclic gear trainsuch as a planetary or star gear system including a sun gear 448A,intermediate gears 448B (one shown for illustrative purposes) and ringgear 448C. The sun gear 448A is mechanically attached or otherwisesecured to the shaft 440. The ring 448C surrounds each intermediate gear448B and sun gear 448A. Each intermediate gear 448B meshes with the sungear 448A and ring gear 448C. The geared architecture 448 includes acarrier 448D that supports journal bearings 448E (one shown forillustrative purposes) that each carry a respective intermediate gear448B.

Carrier 448D can be mechanically attached or otherwise fixedly securedto engine static structure 436. Ring gear 448C can be mechanicallyattached to fan shaft 464, which is mechanically attached to a flange462B or another portion of the hub 462. In other examples, the shaft 440is directly attached to fan shaft 464′ (shown in dashed lines forillustrative purposes), and the geared architecture 448 is omitted. Thehub 462 and fan shaft 464 can be mechanically attached with one or morefasteners. Rotation of the shaft 440 causes rotation of the hub 462 torotate each airfoil 466.

The engine 420 can include at least one bearing assembly 438 thatsupports an outer diameter of the fan shaft 464. Each bearing assembly438 can be mechanically attached and carried by a bearing support 439,which is mechanically attached or otherwise secured to the engine staticstructure 436.

In the illustrated example of FIG. 23 , the engine 20 includes twobearing assemblies 438-1, 438-2 that support the fan shaft 464 at alocation that is axially forward of the geared architecture 448 withrespect to engine longitudinal axis A. Each bearing assembly 438includes at least one bearing 441 and carrier 445 that support the fanshaft 464 at a position that is radially outward a portion of the gearedarchitecture 448 such as the ring gear 448C with respect to the enginelongitudinal axis A. Each bearing 441 can be a ball bearing, rollerbearing or taper bearing, for example. In the illustrated example ofFIG. 23 , at least a portion of the bearing assemblies 438-1, 438-2 arepositioned radially outward of the outer periphery 462C of the hub 462with respect to the engine longitudinal axis A, with bearing assembly438-1 being an axially forwardmost bearing assembly 438 relative to theengine longitudinal axis A. The bearing assemblies 438-1, 438-2 can beradially aligned or outward of the annular channels 462D with respect tothe engine longitudinal axis A.

The arrangement of the rotor assembly 460 can be utilized to increase avolume V radially inward of the hub 462 and/or fan shaft 464, includingpositioning bearing assemblies 438 at a relatively further distanceradially outward from the engine longitudinal axis A. The relativelygreater volume V can serve to incorporate different types of bearingsand support architectures for the hub 462, for example. A radiallyoutermost portion or tip 466T of airfoil section 466A defines firstradius R1, and an outer diameter of the fan shaft 464 defines a secondradius R2 adjacent to each respective one of the bearing assemblies438-1, 438-2 with respect to the engine longitudinal axis A. In someexamples, a ratio of the first radius R1 to the second radius R2 isgreater than or equal to 2:1, or more narrowly greater than or equal to3:1 or 4:1.

FIGS. 24-26 illustrate a rotor assembly 560 according to anotherexample. Hub 562 includes an array of bumpers or retention members 590extending outwardly from each one of the annular flanges 562B. Theretention members 590 can be arranged in sets or rows such that each setof retention members 590 are substantially axially aligned a respectivereference plane RF and support an adjacent airfoil 566 (shown in FIGS.25-26 ). The reference plane RF can correspond to an external surfacecontour or profile of the adjacent airfoil section 566A.

Referring to FIG. 25 with continued reference to FIG. 24 , eachretention member 590 has a retention body 590A having a generallyL-shaped geometry that extends between a first end portion 590B and asecond end portion 590C that defines a contact surface 590D. The firstend portion 590B is mechanically attached or otherwise secured to anouter diameter of the respective annular flange 562B (shown in dashedlines for illustrative purposes). The contact surface 590D can becontoured to mate with external surfaces of the airfoil section 566A.

Each contact surface 590D of the retention members 590 can bedimensioned to abut against a sheath 572 of an adjacent airfoil section566A to support the airfoil 566 and transfer loads between the airfoilsection 566A and the hub 562 during engine operation. For example, thecontact surface 590D can be dimensioned to abut against the suction sideS, or abut against the pressure side P as illustrated by retentionmember 590′ (shown in dashed lines for illustrative purposes). Theairfoil section 566A can be pivotable about a respective one of theretention pins 568. The airfoil section 566A can be moveable betweenfirst and second positions (indicated by airfoil section 566A′ in dashedlines) such that contact surface 590D′ is spaced apart from the airfoilsection 566A to define a circumferential gap G in the first position,but abuts against the airfoil section 566A′ in the second position.

Each platform 570 can be dimensioned to abut against respective pairs ofairfoils 566 radially inward of the contact surface 590D of eachretention member 590. The contact surface 590D of each retention members590 can be radially outward from retention pins 568 (shown in dashedlines for illustrated purposes) with respect to the longitudinal axis X.The combination of platforms 570 and retention members 590 can cooperateto provide relatively greater support to the airfoils 566 as compared tothe platforms 570 alone, and can reduce a weight of the airfoils 566.

Referring to FIG. 26 , with continued reference to FIGS. 24 and 25 ,each airfoil 566 can experience a load or force F, such as vibratoryloads, an impact from a bird strike or another FOD event that may occurduring engine operation. Force F may be applied or exerted on thepressure side P of the airfoil 566, for example, causing or otherwiseurging the airfoil 566 to pivot about or otherwise move relative toretention pin 568 and lean in a circumferential or thickness directionT, as illustrated by airfoil section 566A″ of airfoil 566″ (shown indashed lines). Each retention member 590 limits or otherwise opposescircumferential movement of the airfoil section 566A of the adjacentairfoil 566.

Each retention member 590 can have a construction such that theretention body 590A reacts, but deflects or yields to, load or force Fon the respective airfoil 466 during engine operation. Each retentionmember 590 can establish a spring force to oppose loads on the airfoil566. One or more of the retention members 590 is moveable from a firstposition to second position (illustrated by 590″ in dashed lines) toreact to the force F and oppose circumferential movement of the airfoil566. The retention member 590 can be constructed to yield to force F toat least partially absorb and transfer the force F from the airfoilsection 566A to the hub 562.

The retention body 590A of each retention member 590 can be made of ametallic material and can be integrally formed with a respective one ofthe flanges 562B. For example, each retention member 590 can be machinedfrom an unfinished portion of the hub 562, which can be a castcomponent. In other examples, the retention member 590 is a separate anddistinct component that is mechanically attached or otherwise secured tothe respective flange 562B. In some examples, each retention member 590is a frangible structure that is constructed to yield but oppose theforce F in response to the force F being below a predefined limit, butis constructed to shear or break in response to the force F exceeding apredefined limit. In the illustrative example of FIG. 27 , eachretention members 590 can define one or more cutouts 692 in a thicknessof the retention body 690A to weaken selective portions of the retentionmember 690. The cutouts 692 can be apertures, grooves or indentations inthe retention body 690A, for example. The quantity, size and/or profileof the cutouts 692 can be defined with respect to a predefined limit ofan expected force or load on the respective airfoil. The cutouts 692 canbe drilled or machined to cause the retention member 690 to bend orbuckle in response to a force or load exceeding the predefined limit.

FIG. 28 illustrates an annular hub 762 for a rotor assembly according toan example. Flanges 762B of hub 762 includes a plurality of scallops762F arranged in rows 762F-1 to 762F-6 about an outer periphery 762C ofmain body 762A. A perimeter of each scallop 762B can have a generallyarcuate geometry that slopes toward valleys 762G defined betweenadjacent scallops 762B such that an outer perimeter 763 of each of therows 762F-1 to 762F-6 has a generally sinusoidal profile aboutlongitudinal axis X. Each scallop 762B defines at least one bore 762Efor receiving a retention pin 768 (one shown in dashed lines forillustrative purposes) to secure an airfoil to the hub 762. Thearrangement of scallops 762F can lower stresses, which can reduce wearof the retention pins, and can also reduce installation complexity.

FIGS. 29 and 30 illustrate an annular hub 862 for a rotor assembly 860according to another example. The hub 862 can include hub portions862-1, 862-2 and 862-3 that are mechanically attached or otherwisesecured to each other to define an assembly. Each of the hub portions862-1, 862-2 and 862-3 includes one or more flanges 862B to receiveretention pins 868 (one shown in dashed lines in FIG. 29 forillustrative purposes). Each of the hub portions 862-1, 862-2 and 862-3includes one or more mounting flanges 862H that extend inwardly from arespective main body 862A. Composite reinforcement members 888 can bereceived in annular channels 862D defined by the hub portions 862-1,862-2 and 862-3. The hub portions 862-1, 862-2 and 862-3 can bemechanically attached or otherwise secured to each other with one ormore fasteners F received through bores defined in the mounting flanges862H, for example.

FIGS. 31 and 32 illustrates a rotor assembly 960 according to anotherexample. FIG. 33 illustrates an isolated view of a segmented retentionpin 968 of the rotor assembly 960. Each retention pin 968 includes aplurality of segments 968A linked together by an elongated carrier 968B.Each of the segments 968A is separate and distinct and includes a mainbody 968AA and a pair of end portions 968AB that can taper from the mainbody 968AA to define a substantially cone-cylinder-cone geometry. Anouter periphery of the main body 988AA defines an outer diameter DP(FIG. 33 ). In some examples, the segments 968A are dimensioned suchthat the outer diameter DP of the segments 968A is progressively smalleralong the retention pin 968. Each segment 968A can be made of a metallicmaterial, such as steel, for example. The carrier 968B can be a flexiblewire, for example. The segments 968A can be slideably received onto andsupported by the carrier 968A. Although five segments 968A are shown,fewer or more than five segments 968A can be utilized.

The carrier 968B defines a pin axis P. The pin axis P can besubstantially straight or can be curved including one or more curvedportions such that the pin axis P is not parallel to the longitudinalaxis X when in an installed position, as illustrated by FIG. 31 . Theprofile of the pin axis P can be defined with respect to a contour of arespective airfoil 466.

During assembly, each segment 968A is received in a respective bore 862Edefined by a respective flange 962B of the hub 962 and a respectiveligament 976 of an airfoil 966, as illustrated by FIGS. 32 and 33 . Thebores 862E can be defined in the flanges 962B to establish a contour ofthe pin axis P.

The arrangement of the retention pin 968 including a curved profile ofthe pin axis P can be utilized to reduce stresses in the respectiveligaments 976 and can reduce a distance between adjacent retention pins968 that may otherwise overlap with the use of substantially straightprofiles, which can reduce weight and can improve tuning and aerodynamicefficiency of the airfoils.

It should be understood that relative positional terms such as“forward,” “aft,” “upper,” “lower,” “above,” “below,” and the like arewith reference to the normal operational attitude of the vehicle andshould not be considered otherwise limiting.

Although the different examples have the specific components shown inthe illustrations, embodiments of this disclosure are not limited tothose particular combinations. It is possible to use some of thecomponents or features from one of the examples in combination withfeatures or components from another one of the examples.

Although particular step sequences are shown, described, and claimed, itshould be understood that steps may be performed in any order, separatedor combined unless otherwise indicated and will still benefit from thepresent disclosure.

The foregoing description is exemplary rather than defined by thelimitations within. Various non-limiting embodiments are disclosedherein, however, one of ordinary skill in the art would recognize thatvarious modifications and variations in light of the above teachingswill fall within the scope of the appended claims. It is therefore to beunderstood that within the scope of the appended claims, the disclosuremay be practiced other than as specifically described. For that reasonthe appended claims should be studied to determine true scope andcontent.

What is claimed is:
 1. A gas turbine engine comprising: a fan sectionincluding a fan shaft rotatable about an engine longitudinal axis; atleast one bearing assembly supporting the fan shaft; and wherein the fansection includes a rotor assembly, the rotor assembly comprising: arotatable hub including a main body mechanically attached to the fanshaft, and including an array of annular flanges extending about anouter periphery of the main body to define an array of annular channelsalong the engine longitudinal axis, wherein each of the annular channelsreceives a composite reinforcement member that extends about the outerperiphery; an array of airfoils each including an airfoil sectionextending from a root section; and a plurality of retention pins, eachof the retention pins extending through the root section of a respectiveone of the airfoils, across the annular channels at a position radiallyoutward of the respective composite reinforcement member, and throughthe annular flanges to mechanically attach each root section to the hub;and a fan drive turbine that drives the fan shaft through a gearedarchitecture, wherein the at least one bearing assembly is positionedradially outward of the outer periphery of the hub with respect to theengine longitudinal axis, and the at least one bearing assembly supportsthe fan shaft at a position radially outward of the geared architecturewith respect to the engine longitudinal axis.
 2. The gas turbine engineas recited in claim 1, wherein the at least one bearing assemblyincludes a plurality of bearing assemblies distributed along the fanshaft, and a radially innermost one of the bearing assemblies supportsthe fan shaft at a position radially outward of the geared architecturewith respect to the engine longitudinal axis.
 3. The gas turbine engineas recited in claim 1, wherein each airfoil section includes a metallicsheath and a composite core, each core including first and secondligaments at least partially received in respective internal channelsdefined in the respective sheath.
 4. The gas turbine engine as recitedin claim 3, wherein, for each of the airfoils: each one of the ligamentsincludes at least one interface portion in the root section thatreceives a respective one of the retention pins, and each one of theligaments includes at least one composite layer that loops around the atleast one interface portion such that opposed end portions of the atleast one composite layer are joined together along the airfoil portion.5. The gas turbine engine as recited in claim 3, wherein each of theretention pins includes a plurality of segments linked together by andslideably received on an elongated carrier, the plurality of segmentsincludes a first set of segments and a second set of segmentsdistributed along a pin axis of the carrier, and each segment of thefirst set of segments is received in a respective one of the annularflanges and each segment of the second set of segments is received in arespective one of the first and second ligaments in an installedposition.
 6. The gas turbine engine as recited in claim 5, wherein thepin axis is curved in the installed position.
 7. The gas turbine engineas recited in claim 1, wherein each of the annular flanges includes anarray of retention members distributed circumferentially about theengine longitudinal axis, and each of the retention members includes aretention body that extends outwardly from a respective one of theannular flanges and has a contact surface dimensioned to abut against asidewall of the airfoil section of a respective one of the airfoils tooppose circumferential movement of the respective airfoil.
 8. The gasturbine engine as recited in claim 7, wherein each of the retentionmembers has an L-shaped geometry including a terminal end defining thecontact surface.
 9. The gas turbine engine as recited in claim 1,wherein each composite reinforcement member is a carbon tape that iswound around the outer periphery two or more times in the respective oneof the annular channels.
 10. The gas turbine engine as recited in claim9, wherein: the at least one bearing assembly includes a plurality ofbearing assemblies distributed along the fan shaft, and a radiallyinnermost one of the bearing assemblies supports the fan shaft at aposition that is radially outward of the geared architecture withrespect to the engine longitudinal axis; and at least a portion of oneof the bearing assemblies is positioned radially outward of the outerperiphery of the hub with respect to the engine longitudinal axis. 11.The gas turbine engine as recited in claim 10, wherein each compositereinforcement member defines a first thickness, and the hub defines asecond thickness along the outer periphery that defines a respective oneof the annular channels, and the second thickness is less than the firstthickness.
 12. The gas turbine engine as recited in claim 1, wherein thefan section delivers a portion of airflow into a compressor section andanother portion of airflow into a bypass duct.